Railway-traffic-controlling apparatus



Oct. 5 1926.-

Fig], Left hand sheet) 1,602,081- R. A. McCANN RAILWAY TRAFFIC CONTROLLING APPARATUS Filed August 24. 1923 2 Sheets-Sheet 1 INVENTOR RONALD A.MGCANN M ATTORNEY Oct. 5 1926.

4 R. A. M CANN RAILWAY TRAFFIC CONTROLLING APPARATUS Filed August 24. 1923 I 2 Sheets-Sheet 2 INVENTOR RONALD A.MCCANN M ATTORNEY very B through wire "Sh e outfit 10bit,

Patented Oct. 5, 1926.

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RONALD A. MeoANN, "or swIssvALE, PENNSYLVANIA, AssreNoR to was UNION SWITCH & SIGNAL COMPANY, or s-WrssvAL'E, PENNSYLVANIA, A CORPORATION or PENNS YLVANIA.

riArtwAY 'rnA rrrc-ooNTRoLLING APPARATUS.

Application filed August 24, 1923. Serial No. 658,104.

-My inventionrelates to railway traffic con trolling apparatus, and particularly to apparatus of the type comprising means for supplying train governing. energy to the track-way, and train earriedgo'verning-means controlled by such energy. I More specifically the present invention relates to the trackway portion of such apparatus. l I will describe one form of apparatus embodying my invention, and will then point out the novel features thereof in-claims.

.In the accompanying drawings Fig. 1 (two sheets) is a diagrammatic-view showing one form =of apparatusembodying' my invention. Referring to the dra-wingsfthe reference characters 1-and1*=designate the track rails of a railway track A -over w hicl'1 traflic moves inboth directions.- These rails are divided by insulated joints 7 to form a plurality of track sections, of which only five sections 23,'3-3,-34r, 4'-5 and 56, areshown in the drawing. j I

Each track section is p'rovided with a track circuit comprising a battery 8 connected across the rails adjacent oneend of the section, and a track relay connected across the rails adjacent the other end and designated by the reference characterT with a distinguished exponent. In series with each bat tery 8 is the secondary ,ofa transformer J, the purpose of which will be set forth hereinafter. I

Westbound traffic along the'tr'ack A .is governed by signals, S and S whereas eastbound traffic is governed :by signals S and S". Each of these signals is adapted to give three different indications, such as proceed, caution and stop., and asv here shown, each signal is of the onearm, threeposition semaphore type. Y i I Each signal is immediately controlled by a line relay designated the reference character Hwith the same exponent astha't applied to the signal. Each of theseir'ela y's is of the polarized. type, so that it is respons ve to reversals of th'e polarityotthe current by which "it is energized. Referringiparticw' larly to signal S thisfsigrral is provided with a caution circuit whi h'passeslfl'fi bat- H wire 11, operating mechanism of signal S, wire 12, contact 130i relay H and wire 14: to battery B This signal is also provided with a proceed circuit which passes from battery B through wire 9, Contact '10, wire 16, polar contact 17 of relay H wire 18, operating mechanism 01" signal S wire 12, contact 13, and wire 14 to battery B When relay H is energized by current of what I'Wlll term normal polarity,- the neutral contacts -10*and 13 are closed and polar contact 17 is also closed, so that 'signal 5 indicates proceed. When r'elay'H :is ener gized with current of what I will "term reverse polarity, contact 17 is o p'emb'ut the neutral contacts 10 and '13 are-still closed, so= that signal S then-indicates caution; WVhen relay H is dle-energized, its neutral contacts 10 and 13 are open, so thatsignal S then indicates stop.

Each-of the remaining signals S S and S is controlled in a similar manner by its associated line relay H, the proceed and caution circuits of these signals being omitted from the drawing, however, for the purpose of-simplicity. I "Line relay H for signal S i'sprovided with a line circuit which passes from battery Bflthrough pole-changer P wire 19, contact 20 of track relay T wire 21, contact 22 of track relay T, wire 21", contact of track relay T wires 23 and 24c, contact/25 of track relay 1*, wire 26, winding of relay H wires 27, 28 and 29, common wire 0,

wires 30, 31 and 32, and pole changer P to battery B Pole changer P is operated by signal S in such manner that when signal S indicates proceed or caution, current of nor mal polarity is supplied to relay H so that signal S then indicates proceed; when, however, signal S? indicates stop, current of reverse polarity is slipplie'd-to relay H so that signal S thcnfindicates caution. Of course, if any one of the trackrclays' T T or T is open, the circuit justtracedforre layI-I? is open, so that, this relays de-energized' and signal S indicates stop. If Signal-S 1 is controlled by rel Hf, which in turn is controlled by .t'ra'fiic conditions to the fivest ,of. this 'signal through v the medium of; suitable-Q apparatus; which may, ;for -exj when sm e; i he pes-r tes e the control of line relay H explained hereinafter. Line relay H foreastbound signal S is provided with a line circuit which passes from battery B through pole changer P, wire 33, contact 34 of track relay T wire 35, contact 36 of a relay C wire 37, con tact 3'? of track relay T, wire 37', contact 38 or" track relay T wire 39, winding of relay H wires 40, 31 and 30, common wire 0, wire 41 and pole changer P to battery B. signal S", and in so far as this pole changer is concerned, the control of signal S is the same as the control 0t signal S explained hereinbetore. It will be noted, however, that the c rcuit for relay H includes a con tact 36 of a relay (3*, so that signal S will indicate stop whenever relay C is de-energized.

Relay C is provided with a circuit which passes from battery B through pole changer P ,,wire. 44,-, contact 45 of track relay T wire 46, contact 47 of track relay T", wire 48, winding of relay C, wires 4:9 and 41, common-wire 0, wires 29,28 and 50 and pole changer P to battery P It will be seen, therefore, that relay C will be deenergized Whenever track relay T or T is open, that is, whenever there is a train in section 45 or section 56. In other words, the line circuit for relay H is directly controlled by the track relays for sections 2-3 and 3 -i, and is indirectly controlled through the medium of relay C by the track relays for sections 4 5 and 5-6, so that signal S indicates stop whenever there is a train between points 2 and 6.

The line relay H for signal S is controlled by a circuit which is similar to the circuit hereinb'efore traced for line relay H That is to say, relay H is controlled by contact -12- of track relay T", contact 43 of relay T and by other apparatus to the east of the stretch of track shown in the drawing.

Relay C corresponding to relay (1*, is controlled in the same manner as relay C, that is, the circuit for relay C includes contact 52- of track relay T and contact 51 of track relay T so that the westbound signal, located to the east of point 6, and corresponding to east-bound signal S is held in the stop position by a train between point 3" and the signal in question.

The ope ation of the apparatus thus far described is as follows:

As a westbound train approaches the stretch'of track shown in the drawing, it will first place signal S at stopbyoperating the track relays to the east or. pointt. As the train passes point 6 it will open track relay T thereby opening at contact 45 the circuit for relay Cf, andthe'consequent openin -cf contact 4.6 of relay Cf* will open the circuit for line relay H thereby placing signal S at stop. "As the train Pole changer 1 is operated by v passes signal S it will place this signal at stop by -'\op ening track relay T? and thereby openin'gtlte circuitlfor line relay 'I-l at contact 25. As the train passes signal S it will place this signalat stop, so that signal S will return to the caution position, hen the train reuchessuch point to the west of signal S this signal moves to the caution position, signal S will return to the proceed position.

An eastbound; train passing through this stretch of track places signal. S at stop soon as it passes-this signahf-and it simultaneously will -pl'ac'e signal *8? Fat -stop. lVhenthe train passes signaleSflthis-signal will, likewise nnove to the stop position, while signal S wlll remain in the stop'position until the train-passes point 6, that-is,

until relay (1 is allowed to close;

In addition to" the signaling system-herein before described, the apparatus show'nzinthe accompanying drawingincludes-means for supplying train governing.- energy to 1 the trackwayQ In --the zforni' here show-n, this energy is; alternatingcurrent yand is supplied'to bothjrails -oteach section in such manner that under;c1ear tratficvconditions a source of alternating current iseal-ways connected across the rails in advance'l of a train. .As here shoWnJ-each sectionispro-e vided with -two.- transformers, one a'djacent each end of thesection', which transformers are designated by the reference-character J with distinguishing exponents; ,-The1sec- Ondary ofeach-transformer11s connected across the rails, whereas the primary of each transformeris at times supplied with alternating current, as will be; explained hereinafter, a Considering section .23, .tor example, transformer-J at the left hand end vof thissection is connectedac'ross the rails l and 1 in multiple with relay/T whereas transformer J atthe right hand endof this section-is connectedacross the rails in series with the track battery 8..- The transformers for each of the remaining sec tions are connected with the; rails-insiinilar manners.

Referring now to section 5(3-,. the transformer J at the left hand end otthis section is provided with .a primary circuit which passes from the secondary of a transformer .G'?, through. $i ire 72, back point of contact 73 of track relay T wire, ?'4, primary ottranstormerj", i-wires and 76, front contact 7 To, 01"- line,relay; I-i nd wires 29 e and 78 to transformer 5 :This ;circui t The supply of train governing current to T wire 21*, cont-act 22 of track relay T wires 23 and 53, contact 54 of relay C wire 55, winding of relay 1)", wires 56 and 41, common wire 0, wires 30, 31 and 32, and pole-changer P to battery B It will be seen, therefore, that when relay 0* is de-energized, relay D is connected in the circuit of line relay H in multiple with the latter relay, so that relay ID is then controlled in the same manner as relay H in so far as concerns track relays T, T and T Relay D is controlled by a contact 57 )f relay C in such manner that when relay C is deenergized relay D is connected in theline circuitof relay H inmultiple with the latter relay.

The'transformer J at the left hand end of section 4c-5 is provided with a primary circuit which passes from the secondary of transformer G through wire 58, contact 7 9 of relay 1), wire 80, primary of transformer J and wires 81,56, 4:1 and to the secondary of transformer G. This circuit is closed only when relay D is closed, and relay D is closed only when there is a train in section 4 -5 or 56 and no'train between points 2 and 4. .It follows that a westbound train occupying section 4-5 will receivetrain governing energy provided that there is no other train between points 2 and 4.

Transformer J at the left hand section of 34: is provided with a primary circuit which passes from the secondary of transformer G throughwire 82, front point of contact 83 of track relay T wire 84:, contact S5 of track relay T wire 86, primary of transformer J wire '87, common wire and wires 30, 88 and 89 to the secondary'of transformer G This circuit is closed only when track relaysjT and T are closed, and so it follows that a westbound train occupying section 3t will receive train governing'energy, provided that there is no other train between points 2 and 3.

- Transformer J at the left hand end of section 3-3"f, is provided with a primary 'circuit'which passes from the secondary of transformer G through wire v 82, front point of contact 83 of track relayT wires 8% and 90, primary of. transformer J wires 91 ;and'92, cpntact'93 of line relay H ,'and wiresg and 89toth'e secondary of trans- :forrne r (i This 'cireuit is closed only when t' atl rel'ey '1 .a' l' ine relay 1 are 'd,

' and so a westbound t'rain'occupying section 3 will receive train governing energy provided there is no other train in section 2-3 or in the block to the westof signal S Transformer J at the left hand end of section 9r3 is provided with a primary circuit which passes from the secondary of transformer G through wire 82, back point of contact 83 of track relay T wire 95, primary of transformer J wires 96 and 92, contact 93 of line relay H and wires 94: and 89 to the secondary of transformer G This circuit is closed only when line relay H is energized, so that a west'boundtrain occupying section 2-3 will receive train governing energy provided there is no other train in the block to the west of signal S Considering the space between signalss and S as a block, it will be noted that the supply of train governing energy to the two rear sections 34 and 45 is controlled only by trafiic conditions within the block, that is, as far west as point 2, whereas the supply of train governing energy to the two forward sections 23 and 33 'is controlled by traffic conditions in advance of the block through the medium of line relay H It is understood that point 5 will be at least at maximum brakingdistance from point 2 for trains traveling at full speed.

Considering now an eastbound train, it will be noted that the primary circuit for transformer J at the right hand end of section 2-3 "is controlled by a front contact 62 of track relay T and by a front contact 60 of track relay T so that the supply of train governing energy to section 2'3 is controlled only by traffic conditions between points 3 and 4. The transformer J for section 33 is controlled by the back point of contact 62 of track relay T and the front pointof contact 60 of track relay T and by contact (38 of line relay H so that the supply of train governing energy'to section 83 is determined by traffic conditions between points 3 and 4, and also by traffic conditions in the block to the east of signal S. The primary of transformer J for sect-ion 3 1 is controlled bythe back point of contact 60 of track relay T and by contact 68 of line relay H so that the supply of train governing energy to this section is likewise controlled by traffic conditions in the block to the east of signal S". The primary of transformer J is controlled by contact 97 of relay 1), so that-the control of this transformer corresponds to the control of transformer J 7 at the left hand of section i5. The primary circuit for transformer J 'is controlled by apparatus-to the east-of the stretch of track shown in the drawing. Considering the space'fbetween 'signals's and S as "a block, it will be noted that supplyflo fj'trai'n governing energy to the two forward sections 3'3 and Zi 4 isycon trolled by 'traflio conditions-in advance-"of the block, whereas the supply of train gov-- erning energy to the rear section 23 is controlled only by traffic conditions within the block. It is understood, as before, that the distance from point 3 to point l is at least maximuinbraking distance for trains traveling at full speed.

It will be noted that the primary circuits for transformers J J, J, J ,,J and J are normally open, thereby economizing in the amount of train governing energy supplied to the track rails.

The primary circuit for each transformer J is supplied with current by a transformer G, and the primary of each transformer G is constantly connected with a. transmission line M, which is supplied with alternating current by suitablemeans, such as a generator F. I

' It is understood that the apparatus shown herein is intended: for co-operation with train carried governing mechanism, so arranged that when the train occupies a section which is supplied with train governing current in advance of the train, a proceed indication is given aboard the trian, but that when the train occupies a section which is not supplied with traingoverning energy in ad-vance'of the train, a stop indication is given aboard the train.

' i I do not in the present application make any claim for the relay 13* which is controlled-by relay C and in turn controls the supply-of train governing energy to the rails;of section- 4.5 or for the-corresponding relay D which is controlled by relay Ci, such invention being disclosed and claimed in my co-pending application, Serial No. 659,103 filed on the 2 1th day of August, 1923.

Although I have herein shown and described only oneform of apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

, Having thus described my invention, what I claim is: a

1. In combination, a stretch of railway track comprising a block made up of at least two track sections, means controlled only by traflic conditions in said block for supply ing train. governing currentto the rear section,-and means controlled by traflic condi tions in advance ofsaid block for supplying train governingcurrent to theforwardsec- -ti0n. t i v 2. In combinationfa stretch of ,railway track comprising a blocl made up of at least three track sections, means eontrolled only by trafiic conditions the second and ,thirdi'sections for, connecting ,a source of train governing Icurrient; across the :rails of he firs sse t oeaanslime s ie re leh trafiic conditions beyond said block for connecting sources of tram governing current across-the rails of the second and third sec-.

only by traliic conditions within said block for supplying train governing current to the block from the entrance end to a point at least at maximum braking distance from the exit end and means controlled by traffic conditions in advance of said block for supplying train governing current from said point to the exitend of the block.

in combination, a stretch of railway track over which trafiic moves in both directions, said stretch comprisinga block made up, of at least two track sections, means con'- trolled by trafiic conditions in the right hand section for supplying train governing current to the left. hand section, meanscontrolled by trafiic conditions in the left hand section for'sup'plying train governing current to the right hand section, means controlled by traflic conditions to the right of said block for supplying train governing current to the right hand section, and means controlled by traffic conditions to the left of said block for supplying train governing current to the left hand section.

6. In combination, a stretch of railway track over which traffic moves in both direc tions, said stretch comprising a block made up of at least two track sections, means controlled by. trafiicconditions in the right hand section for connecting a source of train governing current across the rails at the right hand end of the left hand section, means controlled by trafiic conditions in the left hand section for connecting a source of train governing current across the rails at the left hand end .ofthe right hand section, means controlled bytraffic conditions to the right of said block for connecting a source of train governing current across the rails at the right hand end of the righ hand section, andmeans controlled by trafiicconditions tothe left of said block for connecting the source of train governingcurrent across the rails at the left-hand end of the left hand section.

"7, In comb'natioii,two'sectioiis of railway track, a track'relay for the forward section, meansfinchiding a front; contact of saidurelayifor supplying train governing current tai s ea an eans n l insja back contact of said relay for supplying train governing current to the forward section.

8. In combination, three successive sections of railway track, track relays for the second and third sections, means controlled by a front contact of the relay for the second section and a front contact of the relay for the third section for supplying train governing current to the first section, and means controlled by a back contact of the relay for the second section and a front contact of the relay for the third section for supplying train governing current to the second section.

9. In combination, three successive sections of railway track, track relays for the second and third sections, means controlled by a front contact of the relay for the second section and a front contact of the. relay for the third section for supplying train governing current to the first section, and means controlled by a front contact of the relay for the third section and by traific conditions in advance of the third section for supplying train governing current to the second section.

10. Incombination, three successive sections of railway track, track relays for the second and third sections, means controlled by a front contact of the relay for the second section and a front contact of the relay for the third section for supplying train governing current to the first section, and means controlled by a front contact of the relay for the third section and by trafiic conditions in advance of the third section for supplying train governing current to the second section, and means controlled by traffie conditions in advance of the third section for supplying train governing current to the third sect-ion. I

11. In combination, a stretch of railway track comprising a block made up of at least two track sections, means controlled only by trafiic conditions in said block for connecting a' source of train governing current across the rails of the rear section, and means controlled by traffic conditions in advance of said block for connecting a source of train governing current across the rails of the forward section.

12. In combination, a stretch of railway track comprising a block made up of two parts, means controlled only by traffic conditions in the forward part of said block for supplying train governing current across the rails of the rear part, and means controlled by traffic conditions in advance of said block for supplying train governing current across the rails of the forward part of the block.

In testimony whereof I affix my signature.

RONALD A. MGCANN. 

